JP2011168085A - Driving device for vehicle - Google Patents

Abstract

Provided is a vehicle drive device capable of suppressing a shock caused by reversal when torque applied to an engaging means used for fixing a rotating element is reversed.
A drive device 2A includes a lock mechanism 30 that can fix a sun gear Su1 to which a first motor / generator 4 is connected, and a fixed gear ratio mode is realized by fixing the sun gear Su1 with the lock mechanism 30. it can. When the torque applied to the lock mechanism 30 is reversed when the fixed gear ratio mode is executed, when the battery 18 has a high power storage rate, the first rotation is prevented so that the sun gear Su1 is prevented from rotating within the play range of the lock mechanism 30. When rotation prevention control for outputting torque from the motor / generator 4 is executed and the battery 18 has a low power storage rate, the rotation of the sun gear Su1 within the range of the play of the lock mechanism 30 is allowed, but the speed at which the play is clogged is Collision mitigation control is performed to output torque from the first motor / generator 4 so as to approach zero.
[Selection] Figure 1

Description

  The present invention relates to a vehicle drive device provided with another drive source in addition to an internal combustion engine.

  A power split mechanism including a power split mechanism in which an internal combustion engine, a motor / generator, and an output unit are connected to each rotary element of the planetary gear mechanism, and fixing or releasing the rotary element connected to the motor / generator with a brake. A fixed speed ratio mode for shifting the rotation of the internal combustion engine at a constant speed ratio, and a continuously variable speed ratio mode for changing the rotation of the internal combustion engine steplessly by changing the rotation of the motor / generator. A vehicle drive that can be executed and switches from the continuously variable gear ratio mode to the fixed gear ratio mode by fixing the rotating element to which the motor / generator is coupled with a brake when the motor / generator speed is lower than the allowable value. An apparatus is known (Patent Document 1). In addition, Patent Documents 2 and 3 exist as prior art documents related to the present invention.

Japanese Patent Laid-Open No. 9-156387 JP 2005-318721 A JP 2004-169842 A

  When the driving device of Patent Document 1 executes the fixed gear ratio mode, torque is applied to a brake that fixes a rotating element to which a motor / generator is coupled. The magnitude and direction of the torque change depending on the running state of the vehicle. As a specific mechanism of this brake, for example, a mechanism having play in the rotation direction can be adopted. However, when such a mechanism is used, when the torque applied to the brake is reversed, a shock may occur because the rotating element reverses within the range of looseness from the clogged state and collides with the brake.

  Therefore, an object of the present invention is to provide a vehicle drive device that can suppress a shock caused by the reversal when the torque applied to the engaging means used for fixing the rotating element is reversed.

  A vehicle drive device according to the present invention includes an internal combustion engine, a motor / generator, an output unit for outputting power to a drive wheel of the vehicle, and a battery to which the motor / generator is electrically connected. A plurality of rotation elements including a first rotation element, a second rotation element, and a third rotation element that are capable of dynamic rotation, wherein the internal combustion engine is the first rotation element, and the motor generator is the second rotation element A power split mechanism in which the output unit is connected to the third rotating element, and any one rotating element excluding the first rotating element and the third rotating element among the plurality of rotating elements. The operation target element can be fixed while allowing play in the rotational direction, and the fixing means can be released, and by operating the engagement means so that the operation target element is fixed, the power Split mechanism Drive control means capable of executing a fixed speed ratio mode for shifting the rotation of the internal combustion engine at a speed ratio to be transmitted and transmitting the rotation to the output unit, wherein the drive control means is configured to execute the fixed speed ratio mode when the fixed speed ratio mode is executed. Rotation that outputs torque from the motor / generator so as to prevent rotation of the operation target element within the range when the battery has a high storage rate when torque applied to the engaging means is reversed. In the prevention control, when the battery storage rate is low, the operation target element is allowed to rotate within the range of the play, but the rotation speed of the operation target element when the play is clogged is higher than that before the play is clogged. Collision alleviation control for outputting torque from the motor / generator so as to be reduced is executed (claim 1).

  According to this drive device, when the torque applied to the engaging means is reversed during execution of the fixed gear ratio mode, the torque is output from the motor / generator so as to prevent the operation target element from rotating within the range of backlash. Rotation prevention control that allows rotation of the operation target element within the range of backlash, but outputs the torque from the motor / generator so that the speed of the operation target element when the backlash is clogged becomes smaller than before the clogging It can be used properly for collision mitigation control. Therefore, by performing either one of the rotation prevention control or the collision mitigation control, the operation target element is prevented from colliding with the engagement means even when the torque applied to the engagement means is reversed, or the collision is mitigated. Can do. For this reason, the shock accompanying reversal of torque can be controlled. In the rotation prevention control, it is necessary to continue to apply torque to the operation target element in the direction to cancel the reversed torque when the torque is reversed. Power consumption is larger than limited collision mitigation control. That is, there is a difference in power required for execution between the rotation prevention control and the collision mitigation control. This drive device executes rotation prevention control in consideration of power margin when the battery storage rate is high, and executes collision mitigation control that consumes less power than rotation prevention control when the battery storage rate is low. Therefore, the power consumption required for shock suppression can be reduced as compared with the case where only the rotation prevention control is executed when the torque is reversed.

  In one aspect of the drive device of the present invention, the drive control means outputs torque from the motor / generator so that the rotation speed of the operation target element approaches 0 when the play is clogged when the collision mitigation control is executed. (Claim 2). According to this aspect, since the rotation speed of the operation target element when the backlash is clogged is brought close to 0, the shock at the time of torque reversal can be reduced to the limit.

  In one aspect of the drive device of the present invention, another motor / generator electrically connected to the battery and coupled to the output unit, and energy input from the drive wheels during deceleration of the vehicle are utilized. Regenerative control means for executing regenerative control for generating power by the other motor / generator, wherein the drive control means is configured to request deceleration of the vehicle when the fixed gear ratio mode is executed, and to perform the regenerative control. If performed, the regenerative power that is predicted to be obtained when the charge request amount for the battery determined based on the battery storage rate of the battery is executed together with the regenerative control and the rotation prevention control or the collision mitigation control. By operating the engagement means so that the operation target element is unlocked on condition that it is larger than the possible amount Serial transmission ratio from the fixed gear ratio mode the power split mechanism may be switched to the continuously variable speed ratio mode which can change steplessly (claim 3).

  The amount of power that can be regenerated by executing regenerative control is equivalent to the amount of power generated by other motors / generators minus power consumption and loss, but as described above, between rotation prevention control and collision mitigation control. Since there is a difference in power consumption during execution, there is a difference in the amount of power that can be regenerated between when regenerative control is performed together with rotation prevention control and when performed together with collision mitigation control. According to this aspect, when the required charging amount is larger than the regenerative amount, that is, when the regenerative control is performed together with the rotation prevention control or the collision mitigation control, the charging target amount cannot be covered, and the operation target element is fixed. To the continuously variable transmission ratio mode. In other words, as long as the required charging amount can be covered, the rotation prevention control or the collision mitigation control is preferentially executed together with the regeneration control, and the fixed gear ratio mode is maintained. Therefore, since the frequency of switching between the fixed gear ratio mode and the continuously variable gear ratio mode can be reduced, the frequency of occurrence of shock accompanying the mode switching can be reduced.

  Since the amount of electric power obtained when regenerative control is executed varies depending on the running state of the vehicle, either when performing rotation prevention control or collision mitigation control together with regenerative control or when performing regenerative control under the continuously variable transmission ratio mode Even in this case, it may not be possible to cover the required charging amount. Therefore, in the above aspect, the drive control means is predicted to be obtained when the required charging amount is larger than the regenerative possible amount and the regenerative control is executed under the continuously variable transmission ratio mode. The fixed gear ratio mode may be switched to the continuously variable gear ratio mode on condition that the amount of electric power is larger than the regenerative amount. In this case, regenerative control is performed under the continuously variable transmission ratio mode only when the maximum amount of power can be obtained, and useless mode switching can be avoided, so that the maximum amount of power can be obtained as a result. .

  As described above, according to the drive device of the present invention, when the torque applied to the engaging means is reversed during execution of the fixed gear ratio mode, the rotation of the operation target element within the range of play is prevented. The rotation prevention control that outputs torque from the motor / generator and the rotation of the operation target element within the backlash range are allowed, but the speed of the operation target element when the backlash is clogged is smaller than before the backlash is clogged. Since the collision mitigation control for outputting torque from the motor / generator is selectively used based on the battery storage rate, it is possible to reduce the power consumption required for the suppression while suppressing the shock associated with the torque reversal.

The figure which showed roughly the whole structure of the vehicle incorporating the drive device which concerns on one form of this invention. The figure which showed the detail of the locking mechanism, and the figure which showed the releasing state. The figure which showed the detail of the locking mechanism, and the figure which showed the engagement state. The figure which showed the state which looked at the 1st clutch board of the locking mechanism from the axial direction. The figure which showed the state which looked at each clutch board from the radial direction, Comprising: The figure which showed the state in which the phase of each clutch board was in agreement. The figure which showed the state which looked at each clutch board from the radial direction, Comprising: The figure which showed the state from which the phase of each clutch board shifted | deviated. FIG. 6 is a collinear diagram when the torque of the internal combustion engine is reversed, and shows a state before the torque is reversed. FIG. 6 is a collinear diagram when the torque of the internal combustion engine is reversed, showing the state after torque reversal. It is explanatory drawing explaining the content of rotation prevention control, Comprising: The figure which showed typically the state of the torque which acts on the lock mechanism before torque reversal. It is explanatory drawing explaining the content of rotation prevention control, Comprising: The figure which showed typically the state of the torque which acts on the lock mechanism after torque reversal. It is explanatory drawing explaining the content of collision relaxation control, Comprising: The figure which showed typically the state of the torque which acts on the lock mechanism before torque reversal. It is explanatory drawing explaining the content of collision mitigation control, Comprising: The figure which showed typically the state of the torque which acts on the lock mechanism in execution of collision mitigation control. It is explanatory drawing explaining the content of collision mitigation control, Comprising: The figure which showed typically the state of the torque which acts on the lock mechanism after completion of collision mitigation control. The timing chart which showed the output torque of the 1st motor generator at the time of execution of collision mitigation control, a rotation angle, and rotation speed on the same time axis, respectively. The flowchart which showed an example of the control routine which a control apparatus performs. Explanatory drawing which showed the correspondence of the execution priority of the control which a control apparatus performs, and chargeable amount. The figure which showed schematically the whole structure of the vehicle carrying the drive device which concerns on the other form of this invention.

  FIG. 1 schematically shows the overall configuration of a vehicle in which a driving apparatus according to an embodiment of the present invention is incorporated. The vehicle 1A is configured as a so-called hybrid vehicle. As is well known, a hybrid vehicle is a vehicle that includes an internal combustion engine as a driving force source for traveling and also includes an electric motor as another driving force source for traveling. The vehicle 1A is configured as an FF layout vehicle in which drive wheels and an internal combustion engine are located at the front of the vehicle.

  As shown in these drawings, the driving device 2A includes an internal combustion engine 3, a first motor / generator 4 as an electric motor, a power split mechanism 5 to which the internal combustion engine 3 and the first motor / generator 4 are respectively connected, An output gear 6 serving as an output unit for outputting power to the drive wheels 10 of the vehicle 1 is provided. Further, the drive device 2A is provided with a second motor / generator 8 connected to the output gear 6 via the speed change mechanism 7. The power of the output gear 6 is transmitted to the left and right drive wheels 10 via the differential device 11.

  The internal combustion engine 3 is configured as a spark ignition type multi-cylinder internal combustion engine, and the power is transmitted to the power split mechanism 5 via the input shaft 15. A damper 16 is interposed between the input shaft 15 and the internal combustion engine 3, and torque fluctuations of the internal combustion engine 3 are absorbed by the damper 16. The first motor / generator 4 and the second motor / generator 8 have the same configuration, and have both a function as an electric motor and a function as a generator. The first motor / generator 4 includes a stator 4a fixed to a case 17 as a fixing member, and a rotor 4b arranged coaxially on the inner peripheral side of the stator 4a. Similarly, the second motor / generator 8 includes a stator 8a fixed to the case 17, and a rotor 8b arranged coaxially on the inner peripheral side of the stator 8a. The first motor / generator 4 corresponds to the motor / generator according to the present invention, and the second motor / generator 8 corresponds to the other motor / generator 8 according to the present invention. Each motor generator 4, 8 is electrically connected to a battery 18. Various electric circuits such as an inverter circuit and a control circuit for controlling charging / discharging of the battery 18 are interposed between the motor generators 4 and 8 and the battery 18, but are not shown.

  The power split mechanism 5 is configured as a single pinion type planetary gear mechanism having three rotational elements that can rotate differentially with each other, and is coaxial with the sun gear Su1 that is an external gear and the sun gear Su1. A ring gear Ri1, which is an internal gear disposed, and a carrier Cr1 that holds the pinion 20 meshing with the gears Su1 and Ri1 so as to rotate and revolve freely. In this embodiment, the input shaft 15 is connected to the carrier Cr1, the first motor / generator 4 is connected to the sun gear Su1 via the connecting member 21 as a rotating member, and the output gear 6 is connected to the ring gear Ri1. Therefore, in this embodiment, the carrier Cr1 corresponds to the first rotating element according to the present invention, the sun gear Su1 corresponds to the second rotating element according to the present invention, and the ring gear Ri1 corresponds to the third rotating element according to the present invention. .

  The speed reduction mechanism 7 is a mechanism for reducing the rotation of the second motor / generator 8 and transmitting it to the output gear 6. The speed reduction mechanism 7 is configured as a single pinion type planetary gear mechanism having three elements capable of differential rotation. Has been. The speed reduction mechanism 7 is capable of rotating and revolving a sun gear Su2 that is an external gear, a ring gear Ri2 that is an internal gear disposed coaxially with the sun gear Su2, and a pinion 25 that meshes with these gears Su2 and Ri2. And a carrier Cr2 to be held. In this embodiment, the sun gear Su2 is connected to the second motor / generator 8, the ring gear Ri2 is connected to the output gear 6, and the carrier Cr2 is fixed to the case 17. Thus, the rotation of the second motor / generator 8 is decelerated and transmitted to the output gear 6, and the power of the second motor / generator 8 is amplified and transmitted to the output gear 6. That is, the second motor / generator 8 is connected to the output gear 6 via the speed reduction mechanism 7.

  The drive device 2A is provided with a lock mechanism 30 as engagement means for changing the drive mode. By operating this lock mechanism 30, a continuously variable transmission ratio mode that realizes an electrical continuously variable transmission using the first motor / generator 4, and a power split mechanism 5 without using the first motor / generator 4. It is possible to selectively execute the fixed speed ratio mode in which the speed is changed with the speed ratio of the. The lock mechanism 30 includes a mechanism portion 31 connected to a connecting member 21 that rotates integrally with the sun gear Su1 to which the first motor / generator 4 is connected, and a case that is interposed between the mechanism portion 31 and the case 17. 17 and a drive unit 32 fixed to 17. The lock mechanism 30 can operate between an engagement state in which the sun gear Su1 is fixed via the connecting member 21 and a release state in which the lock is released. That is, in this embodiment, since the sun gear Su1 is an operation target of the lock mechanism 30, the sun gear Su1 corresponds to an operation target element according to the present invention.

  2 and 3 are views showing the details of the lock mechanism 30. FIG. 2 shows a released state, and FIG. 3 shows an engaged state. The engaging portion 31 includes a first clutch plate 35 fixed to the connecting member 21, a second clutch plate 36 disposed coaxially with the first clutch plate 35, and a space between the clutch plates 35, 36. An interposing spherical interposition member 37 is provided. Each of the clutch plates 35 and 36 is formed in a disc shape, and V-shaped grooves 38 and 39 for holding the interposing member 37 are formed on the opposing surfaces of the clutch plates 35 and 36.

  FIG. 4 shows a state in which the first clutch plate 35 is viewed from the axial direction, and FIGS. 5 and 6 show a state in which the clutch plates 35 and 36 are viewed from the radial direction. FIG. 5 shows a state where the phases of the clutch plates 35 and 36 are in agreement, and FIG. 6 shows a state where the phases of the clutch plates 35 and 36 are shifted. As is clear from FIG. 4, six V-shaped grooves 38 provided in the first clutch plate 35 are arranged at equal intervals in the circumferential direction. Similarly, six other V-shaped grooves 39 formed in the second clutch plate 36 are arranged at equal intervals in the circumferential direction. Each V-shaped groove 38, 39 has a semicircular cross section when cut along a cross section including the center line of the first clutch plate 35 (see FIGS. 2 and 3). Further, as shown in FIG. 4, when viewed from the axial direction of the first clutch plate 35, each V-shaped groove 38, 39 has an inner edge near the center of the first clutch plate 35 and an outer edge away from the center. Are curved to form a concentric arc. Further, as shown in FIGS. 5 and 6, when viewed from the radial direction of the first clutch plate 35, each V-shaped groove 38, 39 is formed in a V-shape, and the rotational direction (upward or downward direction in the figure). ) Is gradually getting shallower.

  As shown in FIG. 2, when the lock mechanism 30 is in the released state, a predetermined gap G is formed between the second clutch plate 36 of the mechanism portion 31 and the drive portion 32. A return spring 40 that biases the second clutch plate 36 in a direction away from the drive unit 32 is provided between the second clutch plate 36 and the drive unit 32. Therefore, in the released state, the first clutch plate 35 and the second clutch plate 36 are rotated in a state where the second clutch plate 36 is pressed in a direction approaching the first clutch plate 35.

  The drive part 32 is provided with a friction part 41 that can come into contact with the second clutch plate 36 and an electromagnet 42 incorporated in the friction part 41. The friction part 41 is stationary with respect to the case 17. Since the second clutch plate 36 is made of magnetic metal, when the drive unit 32 excites the electromagnet 42 in the state of FIG. 2, the second clutch plate 36 resists the elastic force of the return spring 40 and is on the drive unit 32 side. Be drawn to. When the second clutch plate 36 comes into contact with the friction portion 41 by the magnetic force of the electromagnet 42, a frictional force is generated between the second clutch plate 36 and the friction portion 41, and as shown in FIG. Due to the torque T applied to the first clutch plate 35, the phases of the clutch plates 35 and 36 are shifted, and the interposition member 37 moves to a shallow position in the V-shaped grooves 38 and 39, and the second clutch plate 36 is rubbed. A force F that presses against the portion 41 is generated. As a result, the second clutch plate 36 is fixed with respect to the friction portion 41, so that the first clutch plate 35 cannot be rotated in the direction of the torque T and is fixed. In this way, the lock mechanism 30 shifts from the released state to the engaged state.

  When the direction of the torque T applied to the connecting member 21 is reversed as indicated by the broken line arrow in FIG. 6 while the electromagnet 42 is energized, the interposed member 37 is positioned deep within the V-shaped grooves 38 and 39. The first clutch plate 35 is once freed. Thereafter, as shown by the imaginary line in FIG. 6, the interposed member 37 rides on the slope opposite to the V-shaped grooves 38 and 39, and the force F that presses the second clutch plate 36 against the friction portion 41 is generated again. As a result, the first clutch plate 35 can no longer rotate. As described above, when the energization of the electromagnet 42 is maintained, the first clutch plate 35 is allowed to rotate within a range from the state where the rotation in one direction is prevented to the rotation in the opposite direction. Is done. That is, the lock mechanism 30 has a play B in the engaged state, and the first clutch plate 35 and the sun gear Su1 that rotates integrally with the lock mechanism 30 can rotate within the range of the play B. The rotation is blocked when the play B is clogged (see FIG. 6).

  The reversal of the torque applied to the lock mechanism 30 can occur for various reasons. However, since the sun gear Su1 fixed to the lock mechanism 30 is a rotating element that bears the reaction force of the internal combustion engine 3, for example, the output of the internal combustion engine 3 Is reversed when changes from positive torque to negative torque. 7 and 8 show collinear diagrams when the torque of the internal combustion engine 3 is reversed, FIG. 7 shows before torque reversal, and FIG. 8 shows after torque reversal, respectively. As is clear from these figures, when the directions of the torque te and the required drive torque td of the internal combustion engine 3 change from the state of FIG. 7 to the state of FIG. 8, the first motor / generator 4 is maintained in the stopped state. The direction of the necessary reaction force tg also changes from the state of FIG. 7 to the state of FIG. In other words, the torque t loaded on the lock mechanism 30 also reverses with the reversal of the torque of the internal combustion engine 3. Therefore, if no measures are taken when the torque applied to the lock mechanism 30 is reversed, when the shift from the state shown in FIG. 7 to the state shown in FIG. A collision occurs and a shock corresponding to the degree of the collision occurs. The drive device 2A of the present embodiment uses rotation prevention control and collision mitigation control, which will be described below, depending on the situation in order to avoid or mitigate the collision and suppress the shock.

  The rotation prevention control and the collision mitigation control are performed by the control device 45 of FIG. 1 performing a predetermined operation on the first motor / generator 4 when the torque is reversed. The control device 45 is configured as a computer that controls each part of the drive device 2A, and in addition to rotation prevention control and collision mitigation control, output control of the internal combustion engine 3, drive mode switching control by operation of the lock mechanism 30, vehicle travel Various controls such as output control of the motor generators 4 and 8 can be executed. In order to perform these controls, the control device 45 is connected to various sensors that acquire the driving state of the vehicle 1A. As shown in FIG. 1, the sensor related to the present invention includes a vehicle speed sensor 46 that outputs a signal corresponding to the vehicle speed of the vehicle 1A, and an accelerator opening that outputs a signal corresponding to the accelerator opening that correlates with the required driving force. An SOC sensor 48 that outputs a signal corresponding to the storage rate of the degree sensor 47 and the battery 18 is electrically connected to the control device 45. In the following, control related to the present invention will be mainly described, and description of other control will be omitted or simplified.

(Rotation prevention control)
First, the rotation prevention control executed by the control device 45 will be described with reference to FIGS. 9 and 10. 9 and 10 are explanatory diagrams for explaining the contents of the rotation prevention control. FIG. 9 schematically shows the state of torque acting on the lock mechanism 30 before torque reversal, and FIG. 10 shows the lock mechanism after torque reversal. The state of the torque acting on 30 is schematically shown. As shown in FIG. 9, before the torque reversal, the first clutch plate 35 meshes with and is fixed to the second clutch plate 36 via the interposition member 37, so that it rotates integrally with the first motor / generator 4. The first clutch plate 35 is loaded with a torque tga by the internal combustion engine 3 and receives a reaction force ta of the same magnitude in the opposite direction to the torque tga from the interposition member 37.

  The control device 45 calculates the required drive torque based on information such as the output signal of the accelerator opening sensor 47, and detects that the direction of the torque tga is reversed from the state of FIG. 9 from the change in the required drive torque. When a torque reversal is detected, as shown in FIG. 10, a predetermined amount of torque is applied from the first motor / generator 4 so that the additional torque tda is applied to the first clutch plate 35 in the direction to cancel the reversed torque tga. Is output. The magnitude of the additional torque tda applied to the first clutch plate 35 is the same as or larger than the magnitude of the torque tga. Therefore, the first clutch plate 35 is maintained in the state shown in FIG. 9 even if the torque tga is reversed. That is, the sun gear Su1 (FIG. 1) to which the first motor / generator 4 is coupled is prevented from rotating within the range of the play B. The control device 45 stops the output from the first motor / generator 4 when the torque is reversed again from the state of FIG. 10 to the state of FIG. 9. Such rotation prevention control can reliably avoid a collision between the members of the lock mechanism 30 at the time of torque reversal, so that a shock caused by the collision does not occur.

(Collision mitigation control)
Next, collision mitigation control executed by the control device 45 will be described with reference to FIGS. 11 to 13 are explanatory diagrams for explaining the contents of the collision mitigation control. FIG. 11 schematically shows the state of the torque acting on the lock mechanism 30 before the torque reversal, and FIG. FIG. 13 schematically shows the state of the torque acting on the lock mechanism 30 after the completion of the collision relaxation control. FIG. 14 is a timing chart showing the output torque, rotation angle, and rotation speed of the first motor / generator 4 on the same time axis when the collision mitigation control is executed.

  As shown in FIG. 11, before the torque reversal, as in the case of FIG. 9, the first clutch plate 35 is loaded with the torque tgb by the internal combustion engine 3 and has a reaction force of the same magnitude in the opposite direction to the torque tgb. tb is received from the interposed member 37. When detecting the reversal of the torque in the same manner as described above, the control device 45 causes the first motor plate so that the additional torque tdb in the direction to cancel the reversed torque tgb is applied to the first clutch plate 35 as shown in FIG. Torque is output from the generator 4. As is clear from FIG. 12, the collision mitigation control allows the first clutch plate 35 (sun gear Su1) to rotate within the range of the play B. However, the control device 45 sets the first clutch plate 35 so that the rotational speed of the first clutch plate 35 is smaller than that before the backlash B is clogged, that is, the rotational speed is reduced before and after the backlash B is clogged. 1 The output torque of the motor / generator 4 is controlled to change the magnitude of the additional torque tdb with time.

  For example, as shown in FIG. 14, the control device 45 changes the output torque of the first motor / generator 4 as shown in the drawing from the time t0 when the torque is reversed to the time t1 when the backlash B is clogged. In the illustrated example, the output torque is controlled so that the rotation speed of the first motor / generator 4 approaches 0 at t1 when the play B is clogged. Therefore, since the kinetic energy when the backlash B is clogged can be made as small as possible, the shock when the backlash B is clogged can be reduced to the limit. Thereafter, the control device 45 controls the output torque of the first motor / generator 4 to zero at a predetermined time t2 after the backlash B is clogged. As a result, as shown in FIG. 13, the first clutch plate 35 is loaded with the inverted torque tgb and receives the reaction force tb of the same magnitude in the opposite direction from the torque tgb. Even if the rotational speed of the first clutch plate 35 or the like when the backlash B is clogged is not close to 0 or completely matched with 0, if the rotation speed is reduced, the backlash B is clogged. Collisions are alleviated. Therefore, as long as the rotational speed is decelerated, the rotational speed when the play B is clogged can be set as appropriate.

(Use of each control properly)
When the torque applied to the lock mechanism 30 is reversed, the control device 45 uses the above-described rotation prevention control and collision mitigation control in accordance with the state of charge (electric storage rate) of the battery 18. As described above, since the rotation prevention control needs to continue to apply torque in the direction of canceling the reversed torque when the torque is reversed, the period during which the torque is output from the first motor generator 4 at the time of the torque reversal is Power consumption is larger than collision mitigation control that is limited to clogging That is, there is a difference in power required for execution between the rotation prevention control and the collision mitigation control. Therefore, the control device 45 executes rotation prevention control in consideration of a power margin when the battery 18 has a high power storage rate, and performs collision mitigation control when the battery 18 has a low power storage rate. As an example of such a use of control, the use of control in consideration of the regenerative power amount by regenerative control will be described.

  Charging the battery 18 may be performed by regenerative control in which the second motor / generator 8 generates power using energy input from the drive wheels 10 when the vehicle 1A is decelerated. When the vehicle 1A decelerates, especially when coasting, the output torque of the internal combustion engine 3 is reversed. For this reason, when the vehicle 1A decelerates during execution of the fixed gear ratio mode, the torque applied to the lock mechanism 30 is reversed, so that the control device 45 takes into account the amount of electric power obtained by the regenerative control. Whether the rotation prevention control or the collision mitigation control is executed under the ratio mode, or whether to switch from the fixed gear ratio mode to the continuously variable gear ratio mode is selected depending on the situation.

  FIG. 15 is a flowchart illustrating an example of a control routine executed by the control device 45. The program of this routine is held in a storage device such as a ROM that the control device 45 has. The control routine of FIG. 15 is (1) that the fixed gear ratio mode is being executed, (2) that the torque applied to the lock mechanism 30 is reversed by the deceleration of the vehicle 1A, and (3) that the regeneration control is executed. It is repeatedly executed at predetermined intervals on the precondition that the above three conditions are satisfied.

  In step S <b> 1, the required charge amount Cdem is calculated based on the power storage rate acquired from the SOC sensor 48. When the power storage rate is low, it is more necessary to perform charging than when the power storage rate is high. The required charging amount Cdem and the storage rate do not necessarily correspond one-to-one, and the required charging amount Cdem can be calculated by taking into consideration a parameter different from the storage rate.

  In step S2, a regenerative amount R1 is calculated. The regenerative amount R1 is an electric power amount that is predicted to be obtained when the rotation prevention control is executed together with the regeneration control. In step S3, a regenerative amount R2 is calculated. The regenerative amount R2 is an electric power amount that is predicted to be obtained when the collision mitigation control is executed together with the regenerative control. In step S4, a regenerative amount R3 is calculated. The regenerative amount R3 is an amount of electric power that is predicted to be obtained when the lock mechanism 30 is switched from the engaged state to the released state, that is, when the fixed gear ratio mode is switched to the continuously variable gear ratio mode. These regenerative possible amounts R1 to R3 are calculated based on operation parameters such as the vehicle speed of the vehicle 1A and the rotational speed of the internal combustion engine 3. Note that, as described above, since the amount of power required for executing the rotation prevention control is larger than the amount of power required for executing the collision mitigation control, the regenerative amount R1 is always smaller than the regenerative amount R2.

  In step S5, it is determined whether or not the required charge amount Cdem is larger than the regenerative amount R1, and if the required charge amount Cdem is larger than the regenerative amount R1, the process proceeds to step S6. Otherwise, the process proceeds to step S10. . In step S6, it is determined whether or not the required charge amount Cdem is smaller than the regenerative amount R2, and if the required charge amount Cdem is smaller than the regenerative amount R2, the process proceeds to step S7 and collision mitigation control is executed. This is because when the requested charging amount Cdem is smaller than the regenerative amount R2, the requested charging amount Cdem can be covered by performing the collision mitigation control together with the regeneration control.

  On the other hand, when a negative determination is made in step S6, the process proceeds to step S8 to determine whether or not the regenerative amount R2 is larger than the regenerative amount R3. In step S8, in order to select a control that can obtain as much power as possible, when the regenerative amount R2 is larger than the regenerative amount R3, the process proceeds to step S7 to execute the collision mitigation control, and otherwise, the process proceeds to step S9. The advance lock mechanism 30 is operated to the release state to switch from the fixed gear ratio mode to the continuously variable gear ratio mode.

  In step S10, it is determined whether or not the difference Δ between the required charging amount Cdem and the regenerative amount R1 exceeds a limit value L. This limit value L has significance as a criterion for determining whether or not the amount of regenerated electric power is excessive. Therefore, when the difference Δ does not exceed the limit value L, the amount of electric power does not become excessive and the required charging amount Cdem can be covered, so that the routine proceeds to step S11 and rotation prevention control is executed. On the other hand, when the difference Δ exceeds the limit value, the amount of electric power regenerated is excessive, so that the process proceeds to step S12 to operate the internal combustion engine by powering the first motor / generator 4 while operating the lock mechanism 30 in the released state. Power consumption control for increasing the rotational speed of the engine 3 and consuming regenerative power is performed. This prevents overcharging of the battery 18 and the like.

  According to the above control, if the regenerative control is performed together with the rotation prevention control or the collision mitigation control based on the determination in step S5, step S6, and step S8, the continuously variable speed change is performed in step S9 when the required charging amount Cdem cannot be covered. Switch to ratio mode. In other words, as long as the charge request amount Cdem can be covered, the rotation prevention control or the collision mitigation control is preferentially executed together with the regeneration control, and the fixed gear ratio mode is maintained. FIG. 16 is an explanatory diagram showing a correspondence relationship between the execution priority of the control executed by the control device 45 and the chargeable amount. As is apparent from this figure, the chargeable amounts when each control is executed are different from each other, but the execution priority is set in the order of the rotation prevention control, the collision mitigation control, and the switching control to the continuously variable transmission ratio mode. ing. For example, in any case where the charge request can be satisfied no matter which control is executed, the rotation prevention control is executed and the fixed gear ratio mode is maintained, but either of the rotation prevention control or the collision mitigation control is executed. However, in the case where the charging request cannot be satisfied, switching control to the continuously variable transmission ratio mode is executed. Therefore, since the frequency of switching between the fixed gear ratio mode and the continuously variable gear ratio mode can be reduced, the frequency of occurrence of shock accompanying the mode switching can be reduced.

  Further, in the control routine of FIG. 15, if the negative determination is made in step S8, that is, if the regenerative possible amount R3 in the continuously variable transmission ratio mode is larger than the regenerative possible amount R2, the stepless operation from the fixed gear ratio mode is performed. Switching control to the gear ratio mode is executed. For example, when the required charge amount Cdem cannot be covered by any control, the continuously variable transmission ratio is limited only when the regenerative amount R3 is the largest compared to the regenerative amount R1 and the regenerative amount R2. Since switching control to the mode is performed and unnecessary mode switching can be avoided, the maximum amount of power can be obtained as a result.

  When the control device 45 executes the control described above, the control device 45 functions as a drive control unit and a regeneration control unit according to the present invention. However, this invention is not limited to the said form, It can implement with a various form within the range of the summary of this invention. In the above embodiment, the fixed gear ratio mode and the continuously variable gear ratio mode are switched by fixing or releasing the sun gear Su1 directly connected to the first motor / generator 4 with the lock mechanism 30. It is also possible to implement the present invention in a mode in which a fixed transmission ratio mode and a continuously variable transmission ratio mode can be switched by interposing a transmission element between the target element and fixing or releasing the operation target element. It is.

  FIG. 17 schematically shows the overall configuration of a vehicle 1B equipped with a drive device 2B according to another embodiment of the present invention. In the following description, the same reference numerals are used in FIG. This drive device 2B is configured as a drive device having an FR layout in which an internal combustion engine is disposed at the front of the vehicle and drive wheels are disposed at the rear of the vehicle. The driving device 2B includes a power split mechanism 50, and the power split mechanism 50 is configured by combining two sets of planetary gear mechanisms 51 and 52.

  One planetary gear mechanism 51 is a single pinion type, and the other planetary gear mechanism 52 is a double pinion type. One planetary gear mechanism 51 includes a sun gear Su3 that is an external gear, a ring gear Ri3 that is an internal gear arranged coaxially with the sun gear Su3, and a pinion 53 that meshes with these gears Su3 and Ri3. And a carrier Cr3 that is rotatably and revolved. The other planetary gear mechanism 52 includes a sun gear Su4 that is an external gear, a ring gear Ri4 that is an internal gear arranged coaxially with the sun gear Su4, a first pinion 54 that meshes with the sun gear Su4, and a ring gear. And a carrier Cr4 that holds the second pinion 55 that meshes with Ri4 so as to rotate and revolve in a state of meshing with each other. Then, one carrier Cr3 and the other ring gear Ri4 are coupled, and one ring gear Ri3 and the other carrier Cr4 are coupled, so that two sets of planetary gear mechanisms 51 and 52 are combined. Yes. As a result, the power split mechanism 50 is configured as a mechanism having four rotating elements that are differentially rotatable with respect to each other.

  The internal combustion engine 3 is connected to the carrier Cr3 (ring gear Ri4), the first motor / generator 4 is connected to the sun gear Su3, and the output shaft 58 as an output unit is connected to the carrier Cr4 (ring gear Ri3). The lock mechanism 30 is interposed between the sun gear Su4 and the case 17 so that the sun gear Su4 can be fixed and released. Accordingly, in the driving device 2B shown in FIG. 17, the four rotating elements correspond to a plurality of rotating elements according to the present invention, and the rotating element in which the carrier Cr3 and the ring gear Ri4 are coupled is the first according to the present invention. The rotating element, the sun gear Su3 corresponds to the second rotating element according to the present invention, and the rotating element in which the carrier Cr4 and the ring gear Ri3 are coupled corresponds to the third rotating element according to the present invention. The sun gear Su4 operated by the lock mechanism 30 corresponds to an operation target element according to the present invention. The second motor / generator 8 is connected to the output shaft 5 via a speed change mechanism 59.

  As is apparent from FIG. 17, the first motor / generator 4 is not mechanically locked by operating the lock mechanism 30 to the engaged state and fixing the sun gear Su4. A fixed gear ratio mode in which the rotation of the internal combustion engine 3 can be shifted at a gear ratio that has the gear ratio can be executed. Then, the continuously variable transmission ratio mode can be executed by operating the lock mechanism 30 to the released state and releasing the fixation of the sun gear Su4. Also in the drive device 2B, due to the backlash of the lock mechanism 30, if the output torque of the internal combustion engine 3 is reversed during execution of the fixed gear ratio mode, the torque loaded on the lock mechanism 30 is also reversed. Can be applied. However, the amount of rotation of the first motor / generator 4 during the execution of the collision mitigation control does not coincide with the play B of the lock mechanism 30. A plurality of elements of the power split mechanism 50 are interposed between the first motor / generator 4 and the sun gear Su4. There is a backlash between these elements, and the first motor / generator 4 to the sun gear Su4. This is because the gear ratio (transmission ratio) is not 1. Therefore, when executing the collision mitigation control, the torque output from the first motor / generator 4 and the rotation amount thereof must be determined in consideration of the presence of play between the elements and the gear ratio.

  The engaging means according to the present invention may be implemented by any mechanism other than a lock mechanism 30 called a so-called cam clutch as long as there is play. For example, the engaging means may be realized by using a known dog clutch in which there is play between meshing teeth that mesh with each other. Further, the drive source of the engaging means does not have to use electromagnetic force, and for example, hydraulic pressure may be used as the drive source.

1A, 1B Vehicle 2A, 2B Drive device 3 Internal combustion engine 4 First motor / generator (motor / generator)
5 Power split mechanism 6 Output gear (output unit)
8 Second motor / generator (other motor / generator)
10 Drive wheel 18 Battery 30 Lock mechanism (engagement means)
45 Control device (drive control means, regeneration control means)

Claims (4)

An internal combustion engine, a motor / generator, an output unit for outputting power to driving wheels of a vehicle, a battery to which the motor / generator is electrically connected, and a first rotating element capable of differentially rotating with each other, A plurality of rotating elements including a second rotating element and a third rotating element; the internal combustion engine as the first rotating element; the motor / generator as the second rotating element; and the motor generator as the third rotating element. A power split mechanism in which the output units are connected to each other, and an operation target element that is any one of the plurality of rotating elements excluding the first rotating element and the third rotating element in a rotational direction. The internal combustion engine can be fixed at a gear ratio of the power split mechanism by operating the engaging means so as to fix the looseness and release the fixing, and operating the engaging means so that the operation target element is fixed. organ The rotate speed and a drive control means capable of performing the fixed gear ratio mode for transmitting to the output unit,
When the torque applied to the engaging means is reversed when the fixed gear ratio mode is executed, the drive control means rotates the operation target element within the backlash when the battery has a high storage rate. Rotation prevention control for outputting torque from the motor / generator so as to prevent the rotation of the operation target element is permitted within the range of the backlash when the battery has a low storage rate, but when the backlash is clogged. A vehicle drive device that executes collision mitigation control for outputting torque from the motor / generator so that the rotation speed of the operation target element is smaller than that before the backlash is clogged.   2. The drive device according to claim 1, wherein the drive control unit outputs torque from the motor / generator so that a rotation speed of the operation target element approaches 0 when the play is clogged when the collision mitigation control is performed. Another motor / generator electrically connected to the battery and connected to the output unit, and the other motor / generator using the energy input from the driving wheel during deceleration of the vehicle. Regenerative control means for executing regenerative control, and
When the vehicle speed reduction request is made at the time of execution of the fixed gear ratio mode and the regeneration control is performed, the drive control means determines the amount of charge required for the battery that is determined based on the battery storage rate of the battery. In addition, if the rotation prevention control or the collision mitigation control is executed, the engagement element is released so that the operation target element is unlocked on the condition that it is larger than a regenerative amount that is an electric energy predicted to be obtained. The drive device according to claim 1 or 2, wherein the driving device is switched from the fixed gear ratio mode to a continuously variable gear ratio mode in which a gear ratio of the power split mechanism can be changed steplessly by operating a combination means.   The drive control means is configured such that the amount of power predicted to be obtained when the required charging amount is greater than the regenerative amount and the regenerative control is executed under the continuously variable transmission ratio mode. The drive device according to claim 3, wherein the driving device is switched from the fixed transmission gear ratio mode to the continuously variable transmission gear ratio mode on condition that the transmission gear ratio is larger.

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